S. H . H ey wo od & C? L td
PUBLICATION No. 13
elephone No. 48 Hearon Moor,
r etegrams : Cranes. Reddish.'
Code: A. B.C. i.5rh Edition). Marconi.
S. H. HEYWOOD 6- CO.. Lid . Short Street.
Telephone: City 2518.
GLASCOW-S. H. HEYWOOD 6 CO.. Ltd. 50. Wellington Street. (Mr. Wilson Feather.)
Telephone No. 443 Central. Telegrams: "Tools, Glasgow."
NEWCASTLE'ON^TYNE— S. H. HEYWOOD &- CO.. Ltd.. Milburn House. (Mr. W. Spence Haswell.)
Telephone No. 4421 Central.
SWANSEA— S. H. HEYWOOD 6- CO.. Ltd.. II. Cambnan Place. (Mr. W. Atkinson'
Telephone No. 563 Central. Telegrams: "Magnet. Swansea."
Also m SYDNEY. MELBOURNE and NEW SOUTH WALES.
LONDON— S. H HEYWOOD £r CO . Ltd. Queen Anne's Chambers. Westminster. S.W.I. (Mr. A. Ingram
Telephone No. 505 Victoria. Telegrams: Ingramillo. Vic. London."
Tillotsons (Bolton' Ltd.. Art Printers Bolton and London.
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Latest Addition to our Reddish Works
[One of two new erecting bays, each 185-ft. long and 60-ft. wide. Completed in 1920.
The illustration shows one of our 10-ton Standard "Dust Proof" Cranes.
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ROSPECTIVE clients who are not already acquainted with
the name and reputation of the firm of S. H. Heywood &
Co., Ltd., naturally wish to be assured that we are right
and proper persons to be entrusted with their orders for
They rightly wish to be convinced that our lifts embody the
latest practice in this branch of engineering, that they run efficiently
and economically, and that they are thoroughly reliable in the
fullest meaning of the word. It is to this rapidly-decreasing section
of the public that we respectfully address the following remarks.
For many years our name has been identified with the manu-
facture of electrically-driven machinery of the highest class.
In arsenals, dockyards, and foundries ; in steelworks, locomotive
shops, and works of every description our heavy overhead cranes,
traversers, and lifts may be seen busily at work in all parts of the
country, saving labour and speeding-up output.
The Admiralty, War Office, and the leading Railway Companies
are among our clients, and hundreds of the largest and most successful
firms in this country show their appreciation of our services by their
repeat orders. A separate department devotes its entire energies
to the design and manufacture of our electric lifts, and the same
high-class design and sound engineering construction that has
made our name famous is embodied in our electric lifts.
The materials used are the best of their respective kinds, and we
employ only highly skilled workmen, the majority of whom have
served their apprenticeship in our own Works.
Electrically our lifts are exceptionally good.
For over thirty years we have been pioneers in the manufacture
of electrical control gear of an exceedingly simple design and sturdy
No higher standard is possible in any class of machinery.
In first cost our lifts will be found extremely reasonable and the
expenses of upkeep practically a negligible quantity.
The controversy as to the best form in which power should be
applied to lifts of the type under consideration was practically settled
about fifteen years ago, and it was settled in favour of the electric
In some cotton factories and other works the belt-driven lift is
still employed. The deciding factors in these cases being the low cost
at which power could be obtained from adjacent shafting, and a certain
saving in the initial cost of the installation.
This method of drive has nothing else to recommend it.
The hydraulic lift is at its best when used for short travels.
It effects no saving in running costs, and the bills for repairs and
maintenance are usually very high.
Although the first cost is admittedly higher, the High-Speed
Electric Lift is superseding all others on the grounds of its
enormous saving of time, its safety in operation and its reliability
when properly designed and built. Few labour-saving appliances
pay a heavier dividend on invested capital. As far as the cost of repairs
is concerned we will confine ourselves to the electric lifts of our own
manufacture, and of these we can say from actual experience that
the repairs bill is very much lower than that with any other
form of drive.
Busily employed and heavily worked electric lifts, installed by
ourselves,' have run for five and six years without any attention beyond
occasional oiling and cleaning and were then, to all appearance,
good for many years 1 service without the necessity for any renewals
We are always happy to advise intending clients, and the services
of our technical' staff in this capacity are entirely at their service.
Methods of Control
" Switch in Cage"
This is the simplest, and probably the
most generally useful method of control ;
the whole operation of the lift being con-
trolled from the cage.
It can be used for speeds up to 500-ft.
per minute, and no difficulty need be
experienced in stopping accurately at the
various floor levels.
Up to a speed of 160-ft. per minute, a single-speed cage switch is
usually sufficient, with the advantage that a controller with the
fewest possible number of parts can be used.
Two, or even three-speed cage switches can be used on high lifts.
The switch which we use for this purpose is of an exceedingly
sturdy construction and will stand practically any amount of rough
usage, and any conceivably possible weak point has been eliminated
as the result of long practical experience.
Used in conjunction with our patent controller, it is impossible
for the cage attendant to start too suddenly or to damage the motor
by an undue rush of current.
The switch is fitted with a powerful and reliable automatic return
to the "off " position, which will instantly stop the lift, should the
attendant inadvertently release his hold of the handle.
With this system of control, electro-mechanical locks are usually
fitted on the doors on the various landings.
It is only when the cage has come to rest opposite one of these
gates that the locks permit them to be opened, and the lift cannot
start away unless every gate be shut, or, if moving, will come at once
to rest should any gate be opened.
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Systems of Control
" Push Button " :
An advantage of this system is that
: no attendant is required.
1 Three buttons as above are placed in
the cage and similarly on every floor. The
chief difference between the " cage switch
and the "push button" is that with the former
system, contact must be maintained during
the whole of the time that the lift is moving,
whilst with the "push button' 1 only a momentary pressure on the
button is required, the lift continuing to move until the stop button
button according as the cage is at the time above or below
him, and as soon as the cage comes level with the floor on which he is
standing, he will stop it by pressing the " stop " button. He will
then open the gate, step into the lift and close the gate after him in
order to remake electrical contact. He will then move up or down
as he may require by momentarily pressing the corresponding button.
In cases where the lift is only serving two floors the operator
remaining on one floor can send goods to the other floor, depending
upon the limit switches to bring the cage to rest.
Systems of Control
This system is capable of many variations
and additional refinements which, to describe
fully, would require more space than we have
here available. It is best to consider each case
upon its merits, but generally cur advice is to
cut out all unnecessary complications, and to
make the installation as simple and straight-
forward as possible.
With our standard automatic lift we fit one
push button upon each floor, and the intending passenger by
pressing one of these buttons will bring the cage to the floor upon
which he is standing.
On entering the cage he will find a series of buttons, there being
one for each floor served.
By pushing the button corresponding to the floor upon which he
wishes to alight, the cage moves up or down, as the case may be, until
it automatically comes to rest at the desired floor.
In this system, as in others, we make it impossible for the gates
to be opened unless the cage is opposite the gateway, and equally
impossible for the cage to be moved unless all the gates are shut.
In another automatic system, we fix on each landing a series of
pushes instead of in the cage. By this means the cage may be sent
up or down from any floor to any other floor without the necessity
for anyone to travel with it. Finally we have, in some cases, fixed a
full series of push buttons on every floor in addition to the push
buttons in the cage.
The controller is probably the most import am part of an electri<
Certainlj it is tin place where ninety-nine out of a hundred
breakdowns and stoppa es occur on the average lift.
In the earlj days of our manufacture of electric lifts we wen
hligi ■ owing to the pressure in our electrical department, to buy
iiir controllers on le.
\lt hough w< tried manj makes the results were much the same
In a sh< I time, sometimes within a fev weeks, appeared th<
oubles ol excessi arcir burning ol contacts, sticking and had
iiu to deformation durii work, sometimes singly and
neti ^ in mbination. And to v surprise, wi found that
, icen in g- neral of this t oi apparatus considered that such
perieni s i * natural portion ol um is ol electrical control
\\ , j, ided tt design and mak< our own lift control ti md \s<
ith i axiom that unl • pp uush bsoluteh sound
i all} il wld n I be sound electrU all}
V .11,;, Aiklt sth X of hi ass strip, flat phosphor-
s P m .r cat i ; cm and maintaining contact
sparking tips and thi wal in rewi all so d n to tin l art
■ ! the eui • t It ctrieian
uid perhaps i >i iportanf ill, wt - took the v.>m< shut unusual
view that ri I • I and I >n Lift Inu-orkn en r< important
.j; til a I e\N
W « lade i first lift .ntrol o\« i - n ai s ago. and ah ' M* 1 '
v thu working m all parts of th< \tr) we have noi
vet supplied a single replace part.
A Controller with a Record
Two of these controllers have been operating two 30-cwt* Goods Lifts at one
of the Co-operative Wholesale Society's warehouses, averaging
100 tons per day per lift for the last six years.
Not a single contact or any other part has been replaced, and they are, to
all appearance, good for another ten years 1 unremitting service.
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The Controller— continu
We shall be pleased to show to prospective clients controllers on
heavily-worked lifts in bus> factories that have been in daily use foe
over six \ears that, be>ond an occasional wiping down, have not cost
a penm piece in maintenance.
Thi may have lost some oi their pristine brightness and polish
but in on 1 , othei respect the\ are as good as on the das when thej
were fii put to work.
Space is not available to describe in detail the methods by which
\\ c obtained these results, but one important factor is th< bl ; mg
i all circuits on a single specially-designed switch, and upon this
switch w< bring to bear simultan isly four devices i Ktinguishing
1 1 >n
The t ntroller is mounted upon a hea\ slate Ol marble pain I.
All Otl insulation is solid mica
lu main rrent-carrying com t s are copper and carbo and
p dc e\cc| all) lar« ontacf B i s
rhe actual contax are self-adjusting and cannot decrease in
Thi ■ n< i pi vided with a lar mar n of t s'pull.
pa i is ea 1> ace Bible for cleaning or justment.
I he mot iv start 1 with a hea\> S< nCS I Stand which is
automatically cut <>ut as the lift acc<i
\ r th< m i stopped, U cannot u started aga ■ I
i< s istanci has i I n insert I.
Ml m<>\ its of tl (mi i are al ol interlo I
s provided ar- so li! ill rat 1 thai it is im-
possible t heat th »r I n th n out
I hi dfl I I I cannot leak
Safeguards against Overtravel
In addition to the limit switches
which cut off the current from the con-
trol circuit when the cage reaches
either the top or bottom floor, we fit
on every installation a special series
limit switch which cuts off the current
from the whole of the plant.
Emergency apparatus" such as this seldom or never comes into
operation, and most designers seem to rely upon this fact in getting
out their designs. The result is that the average emergency device
is cut down to dangerous limits in its vital parts.
Our series current limit switches, are, like all our other electrical
apparatus, designed upon such lines that they are capable of daily
and continuous use without any possibility of their deterioration.
It is only by this means that they
mav be absolutelv relied upon to act in
an unexpected emergency.
The switch acts by gravity, which
we are justified in regarding as a more
reliable and constant force than that
supplied by the release of a spring.
The illustrations render unnecessary any
verbal description of the power and
capacity of these switches.
The Winding Engine
We wish to draw special attention to our winding engines.
We have always regarded the average lift-makers 1 designs as being
too light and flimsy, and our opinion has been reinforced by the
frequent accidents which occur in the shape of broken shafts and
Our winding engines are designed and built on the heaviest traction
and haulage lines.
The wheel shafts, usually supported upon three bearings, are made
strong enough to support the full load, should the effective support
be reduced to that of only two bearings through the sinking of the
building or through other causes.
The main casting, which is extended to take the motor, is excep-
tionally strong and rigid, and where an outside bearing is used it is
made adjustable. The gear wheel is of phosphor-bronze with a heavy
cast-iron centre. The worm and worm shaft are turned and cut
from a single high carbon steel forging.
We place the worm shaft above the worm wheel, and we do so
advisedly : In this position more perfect lubrication can be assured
since the worm wheel dips several inches into the oil bath, and both
worm and wheel are readily accessible for inspection ; we avoid the
trouble from stuffing boxes and glands on the worm shaft with their
alternative troubles of additional unnecessary friction or constant
Further, contrary to the general practice, the worm shaft bearings
are split and adjustable for wear.
All bearings are lined with heavy gun-metal bushes.
The end pressure of the worm is taken upon a double-thrust
adjustable ball bearing of the latest type.
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No. 2 Size Standard Winding Engine
This illustration gives an excellent impression of th lepth oi the bedplate and the
general sturdiness of our designs. These Winding Engines are busilj at
work in all parts of the country with satisfaction to our clients
anJ with credit to ourselves.
Our No. 2 Size Winding Engine with Controller
N e the heavy rolled steel joist placed as a reinforcement under the channtU
supporting the Winding Engine.
This reinforcing joist is built into the wall at both ends with the object of
presei\ing absolute alignment of the engine bearings under widely
varying Loads. This is our standard arrangement.
Our No. 3 Size Winding Engine
This illustration is an actual reproduction of one of the two Winding Engines
supplied by us in connection with two 3-ton Cupola Lifts which we
installed in one of the world's largest steel works.
There are several distinctive points about our brakes that are well
worthy of attention.
They are the result of an exceptionally wide experience with
brakes on all classes of electrically-operated machinery, and are
uniform in design with the brakes which we use on our heavy over-
head travellers up to 100 tons capacity.
There is absolutely no chattering in use, a qualification which is
materially assisted by bringing the brake arm fulcrums close together,
and by embracing a large proportion of the circumference of the
The braking stresses are purely torsional, and thus put no
additional load on the worm shaft bearings.
The brake arms are lined with " Ferodo " held in position by
countersunk-headed brass bolts.
The springs are in compression, and will continue to do their
work even if broken in several places.
The solenoid has a large margin of pull.
The plunger is designed to give a dash-pot action, and is thus
perfectly silent in action. Further than this, it has a stroke of over
two inches through which it will exert its rated "pull. 1 '
This is a marked improvement over the usual brake as applied to
lifts, with its plunger stroke of about one-half inch, and which needs
constant adjustment to compensate for the wear of the brake lining.
With regard to the strength and rigidity of its parts, it is only
necessarv to refer the reader to the illustration on the opposite page.
Brake on our No. 2 Winding Engine
This brake not only gives instant response to the operations of the controller,
but will immediately stop the winding engine and hold the
cage on failure of the current from any cause whatsoever.
Standard 1-Ton Goods Cage
jilt of hi roll* el* ru boll t hci
L ed with i shed t.ngucd and grooved pitch-pine boards,
1 lower por <n ol tin sid s pro I with planished iteel-platea«
1 he floor ' .1 with n «rds.
Aver tial job with pr unlimited capacil for resist ng hard * if
A Typical Passenger Cage, constructed of
Ornamental Wrought- Iron Work
We are in a position to offer to our clients a wide variety of designs for passenger
cages. Some are made of polished mahogany or teak, and richly
upholstered, others are of rare woods, elaborately carved.
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The Safety Gear
As the safety of life or limb may depend upon the reliability in
action of the safety gear, first cost is quite a secondary consideration.
After studying practically every design of safety gear for lifts,
made in this country or America, we did not consider any of them
quite up to the standard of our other manufactures either in their
design or in the record of their subsequent performances.
We were again compelled to get out original designs of our own.
The toothed grips are wedge-shaped, and are carried in massive
steel castings which in turn are bolted to the suspension channels
of the cage. They are also rigidly attached to the bottom of the
cage by means of four steel tension members.
Any undue stretching or breakage of a single rope will instanth
bring the safety gear into action.
The two grips are independent of each other in action, but are
simultaneously shot into the wood guides. We thus avoid a common
trouble when both grips at opposite guides are fastened to the sam
shaft. While in the latter case both grips will move only through the
same distance, a greater movement may be required of one grip than
In our design both grips come against the guides simultaneously
whatever be the required movement in either case.
The safetx gear ma\ be tested and put into action by the attendant
without am necessitj for leaving the cage. In the same way the
afet\ gear ma> be released and res< the grips being released by
allowing the cage to travel upwards through a few inches.
This safetj gear has been tried out in actual work under every
c iceivable condition and has never failed.
Our afet\ gear is equally adapted for use on wood or steel guides
Standard Safety Gear for use with Wood Guides
The upper illustration shows the safety gear set out of action. The lower shows
the gear with grips in action, one suspension channel being removed
in order to show the details of the gear.
It will be noted that the
illustrations. This is our standard arrangement, and we strongly
recommend its use in general.
We have eliminated the use of jockey pulleys, and make the
driving wheels as large in diameter as possible.
Not only does this method of drive give long life to the ropes, but
with it an additional safeguard against overwinding.
Should all other safeguards fail to stop the lift, the cage or the
balance weight, as the case may be, will come to rest upon the buffers
at the bottom of the well hole, and the tension on the ropes being
thus relieved, they will simply slip round in the grooves in the driving
wheel, should the latter continue to revolve.
We have, however, installed the drum form of drive in special
cases where our standard drive was impracticable of application.
The lifting ropes are of specially-selected flexible plough steel,
In the case of passenger lifts the ropes have a factor of safety of 20
to 1 when fully loaded.
In every case we fix at the bottom of the well hole cast-iron buffers
containing a powerful steel spiral spring which will gently bring the
cage to rest should overrunning take place due to negligence on the
part of the attendant.
Engine Room over two 30-cwt. Goods Lifts
These Lifts are at work in a large factory in the South of England. They give an
excellent impression of our fct V " wheel drive. The controllers are of
our own design which has set a new and higher standard
for lift controllers in general.
240 Horse-Power Engine Room
the two Engine Rn bi \mg the tw^ I ill< ratdl onth« nppost!
pap Th a s lding drum <»v < r I flu h corner of the cage, and the
u • Jr n> o 120 MP mo working in parallel on a 500- U
•ia' u »l i j j t This is - r pat .irr nunt
s.h.i [ rt
Two Ton Waggon Lifts
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An Instance of the Drum Drive
This Winding Gear is one of a number which we have supplied to the Great
Western Railway Co. for operating 30-cwt. Goods Lifts.
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Two 3 -Ton Cupola Lifts
The Lifts were supplied and erected by us for use in a large foundry in the North
of England. We make a speciality of Cupola Lifts and have developed
a new system of control which is absolutely safe and
dependable in the hands of unskilled labour.
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30-Cwt. Goods Lift
This Lift was supplied by us to the Great Central Railway
Co. for use in one of their works stores.
It has a full load capacity of 30-cwt.
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Cupola Lift in Steel Works
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The object of this illustration is to show the safety skids which hold the trucks in
position. These are of a special design both mechanically and electrically.
They operate a switch beneath the cage and unless the skids are
resting upon the rails the cage cannot be moved.
Two 2-Ton Lifts in a Busy Factory
All-steel cages with two entrances. Additional steel fire-proof doors fitted with
double bolts and el tro-mechunical locks.
Particulars which should accompany Orders and
Enquiries for Electric Lifts
Maximum load to be lifted.
If alternating current, the number of phases and the periodicity
Total height of the well hole.
Size of well hole.
The number of floors.
The height from the level of the top floor to the top of the
Depth of well hole below bottom floor.
If collapsible gates are required, state number and size of
If possible an architect's drawing should be supplied.
The system of control desired.
I N f I M H A 1% O H A I
From the collection of:
CANADIAN CENTRE FOR
CENTRE CANADIEN ^ARCHITECTURE